Renault Symbioz E-Tech review

Renault Symbioz review

We savour the Symbioz E-Tech – the latest addition to Renault’s growing SUV line-up…

Slotting between the Captur and Austral crossovers in the Renault range, the full hybrid Symbioz effectively replaces the Kadjar.

Competitively-priced from £29,295, it has its work cut out because it’s up against some of the UK’s most popular family cars, including the Nissan Qashqai, Kia Sportage. Hyundai Tucson and Skoda Karoq.

The attractive Symbioz is about the same size as a Qashqai and shares styling cues with the latest Captur.

Renault Symbioz review

Inside, it certainly has a Renault look and feel with a portrait-orientated 10.4-inch infotainment display in the middle of the dashboard, a 10.3-inch driver’s digital display and a large steering wheel. Under the touchscreen, there’s a row of climate control buttons and space to store your phone.

The infotainment system uses Google software, so Google Maps, Google Assistant and Google Play are all available. If you prefer Apple CarPlay or Android Auto, both connect wirelessly.

Overall, the dash is well laid out and intuitive, but maybe lacks the wow factor of some rivals.

The cabin as a whole is nicely put together and the quality of the materials used is good, with plenty of soft-touch surfaces higher up.

Renault Symbioz review

There’s an impressive amount of space too, so adults can sit comfortably in the rear seats. It also has a sliding rear bench to help maximise boot space, so it’s possible to free up 624 litres (492 litres normally), rising to a useful 1,582 litres with the 60:40 rear seats folded down.

Renault also says it has 24.7 litres of storage space inside the cabin, including seven litres in the glovebox alone.

Under the bonnet, the Symbioz uses the same ‘145’ hybrid set-up as its SUV siblings – the Captur and Arkana.

Renault Symbioz review

In other words, there’s a 94bhp 1.6-litre petrol engine working in conjunction with two electric motors, a small 1.2kWh battery and a six-speed automatic transmission (actually a four-speed gearbox and additional ratios courtesy of the dual electric motors).

In total, the full hybrid system (no plugging in) produces a decent 143bhp and power is sent to the front wheels (there’s no all-wheel drive option).

Renault claims a 0-62mph time of 10.6 seconds, economy of up to 60.1mpg, low CO2 emissions of 107g/km and a potential range of 630 miles on a full tank.

Renault Symbioz review

Interestingly, it uses a predictive hybrid driving function, which maximises use of electric boost over combustion power for lower fuel consumption

As you’d expect, the seating position is on the commanding side and there’s plenty of adjustment. Front and side visibility is good, but it’s a bit more restricted to the year. That said, a rear-view camera is standard, upgraded to 360-degree view camera on the top trim level – Iconic Esprit Alpine (the two others are Techno and Techno Esprit Alpine).

The Symbioz always starts in electric mode and it will toddle along like this for a short while before the petrol engine kicks in fairly seamlessly. It will also briefly drop into EV mode at lower speeds.

Push on, especially in Sport mode, and the engine will make itself known. What’s more, the gearing is long and it has a tendency to hold a gear for longer than necessary, and sometimes there’s a hesitancy on kickdown.

Renault Symbioz review

On the whole, it works well and it is an improvement on CVT hybrids where uncomfortably high revs are triggered if you do anything other than potter about.

The Symbioz feels a little faster than the official figures suggest, especially off the line, while the steering is light and precise, and the brakes are unusually progressive for a hybrid.

It also scores well when it comes to handling. The suspension is on the hard side, yet it deals with the lumps and ruts well, the tyres offer plenty of grip and it delivers tidy body control.

So, there is some fun to be had, but it is at its best cruising along on faster roads, and nipping around town.

Ultimately, the well-equipped Symbioz has a lot going for it – even if the lines are blurred between it and the its similar-sized SUV hybrid siblings.

Verdict: If you’re looking for a cool, frugal full hybrid that’s easy to drive, practical and can deliver a real-world 60mpg on long runs, plus value for money, the Renault Symbioz should definitely be on your shortlist.

Renault UK

Renault Symbioz review

Citroen C5 Aircross Hybrid 136 review

Citroen C5 Aircross Hybrid 136 review

We test the mild hybrid version of Citroen’s comfy family-sized SUV…

How time flies. The first time I drove a Citroen C5 Aircross was way back in 2019, shortly after its UK launch.

At that stage it was available with petrol or diesel power. A plug-in hybrid joined the range in 2022, and now there’s a mild hybrid version – the Aircross ë-series Hybrid 136, to be exact.

Citroen C5 Aircross Hybrid 136 review

The C5 Aircross was also treated to a facelift in 2022 which sharpened up its looks (the front end in particular) and overhauled the dashboard with a new, larger infotainment screen and other tweaks. Ultimately, it’s much the same car, with the focus on comfort above all.

At the heart of the C5 Aircross Hybrid 136 is a heavily revised version of the familiar 1.2-litre three-cylinder PureTech turbo petrol engine (used throughout the Stellantis range, which includes Peugeot, Fiat and Vauxhall) with its power output raised from 130hp to 136hp. The unit is paired with a 48v mild-hybrid electric motor that adds up to 28hp of peak power.

In other words, the small 0.4kWh lithium-ion battery and electric motor assist the petrol engine. It can also be driven on 100% electric power for short distances at low speed (when crawling in traffic or manoeuvring, for instance).

Citroen C5 Aircross Hybrid 136 review

Without getting too technical, the electric motor is integrated into an all-new six-speed dual-clutch transmission, called e-DSC6, which has been designed specifically to work with the hybrid system.

Citroen says it can result in a fuel economy saving of 15% over a regular PureTech 130 petrol (30% in urban areas), with a claimed figure of 53mpg. There’s also a 15% reduction in CO2 emissions (down to 129g/km).

What’s more, Citroen reckons up to 50% of city journeys can be made in electric mode.

Citroen C5 Aircross Hybrid 136 review

In performance terms, all that translates into a 0-62mph sprint time of 10.2 seconds and a 124mph top speed.

Inside it’s very Citroen with an attractive mix of cool design, comfort, space and technology. Equipped with a 12.3-inch digital instrument cluster ahead of the driver and an 10-inch HD touchscreen in the centre console as standard, it’s priced from £27,780.

Standard safety and driver assistance technologies include Autonomous Emergency Braking (AEB) , Active Lane Departure Warning and Active Blind Spot Monitoring, plus three ISOFIX mountings on front passenger and outer rear seats.

Citroen C5 Aircross Hybrid 136 review

Citroen’s ‘Progressive Hydraulic Cushion’ suspension system “for a uniquely smooth and comfortable ride” is fitted across the C5 Aircross range, while the Advanced Comfort seats are well padded and comfy.

It’s practical too with plenty of small storage spaces dotted around the cabin, plus three individual rear seats that slide, fold and recline. There’s also a generous boot volume ranging from 580 litres to 720 litres (depending on the position of the rear seats), expanding to 1,630 litres with the second row seats flipped down.

On the road, the Citroen C5 Aircross Hybrid 136 seems brisker than the stats suggest, thanks to assistance from the electric motor, though the transmission is on the sluggish side at times.

Citroen C5 Aircross Hybrid 136 review

You can hear the thrummy yet willing 1.2-litre engine on start-up, but it soon settles down, and from then on it only becomes vocal under heavy acceleration.

The steering is light and the ride is generally very smooth and comfortable, though it can get a little choppy on really rough surfaces.

At its best cruising along, if you are tempted to push on, there’s surprisingly little body lean in more challenging corners.

Finally, the driving position is on the lofty side, even with the seat at its lowest, while rear seat passengers sit quite high up too, but visibility is good.

The C5 Aircross Hybrid 136’s mild hybrid rivals include the Kia Sportage, Nissan Qashqai and Hyundai Tucson.

Verdict: The Citroen C5 Aircross Hybrid 136 definitely should be on any five-seat family SUV shortlist. Competitively-priced, spacious, economical, packed with safety kit and distinctive, it’s well worth a test drive.

Citroen UK

Volkswagen Tiguan review

Volkswagen Tiguan review

We road test the latest version of VW’s biggest selling car – the Tiguan family crossover…

The Tiguan is a hugely important model for Volkswagen. Since the family crossover was first launched back in 2007, nearly eight million have been sold and it’s the German giant’s best-selling car globally.

However, there’s no time to rest on your laurels in the automotive world, so it’s welcome to the third-generation Tiguan.

Volkswagen Tiguan review

It’s got its work cut out too, because its many rivals in the mid-size family SUV sector include the Nissan Qashqai, Kia Sportage, Ford Kuga, MINI Countryman and Hyundai Tucson.

On the engine front, Volkswagen has covered most bases with a choice of petrol (TSI), diesel (TDI) and mild-hybrid petrol engines (eTSI) from launch.

Later in 2024 there will be two plug-in hybrid (eHybrid) models offering offer up to 62 miles of electric range thanks to a large 19.7kWh battery.

Volkswagen Tiguan review

All Tiguan models now feature automatic transmission, while 4Motion (four-wheel drive) is only available in the more powerful 2.0-litre petrol turbo (TSI) powered cars.

At 4539mm long, 1639mm tall (minus roof rails) and 1842mm wide, the new Tiguan is 30mm longer, 4mm taller and the same width as its popular predecessor.

Looks-wise, it’s fair to say that it’s more of an evolution of the outgoing model, rather than cutting-edge design.

Volkswagen Tiguan

Overall, the styling is smoother and more curvaceous (the drag coefficient has improved from 0.33 to 0.28) and its front end is not unlike its all-electric ID cousins.

At the back, there’s a full-width horizontal LED strip with classy ‘Tiguan’ lettering on the tailgate.

The biggest changes are inside, where the third-gen Tiguan has been treated to a new cabin sporting a cleaner look, improved technology, higher quality materials and more space than its predecessor.

Volkswagen Tiguan review

All versions come with a 10.3-inch driver’s digital instrument panel, plus a central 12.9-inch infotainment touchscreen. A huge 15.0-inch version is also available as part of an upgrade – as is a head-up display.

The touch sliders at the bottom of the infotainment screen work better than some of the original ID models and they are now illuminated so easier to use at night. Thankfully, there are physical buttons on the steering wheel, rather than touch-sensitive controls.

There’s plenty of space for all the family, with ample head and legroom for rear passengers, plus a large 648-litre boot.

Volkswagen Tiguan review

Overall, the cabin is comfortable and pleasant (if slightly business-like) place to be with good visibility and clear, intuitive instrumentation and solid build quality.

My test car was a 1.5-litre eTSI mild (48V) hybrid, pushing out 148bhp. As you’d expect, the driving position is suitably high, while the gear selector has been moved up to the right-hand side of the steering column, meaning the left stalk now controls the windscreen wipers and indicators.

Mercedes-Benz already does this, and once you get over the initial wiper/indicator activation mistakes, it kind of works, but my preference would always be for separate stalks. Additionally, there are gear-change paddles behind the steering wheel.

Volkswagen Tiguan

It’s also worth noting that Volkswagen has decided to fit a useful rotary controller down in the centre console which adjusts the radio volume and switches between drive modes (Eco, Comfort, Sport or Individual).

For the record, the Tiguan I drove is capable of 130mph with a respectable 0-62mph time of 9.1 seconds. CO2 emissions and economy are a claimed 141g/km and 45.6mpg respectively, with the latter seemingly very achievable even after a few hours of mixed driving.

On the road, the four-cylinder engine is smooth with plenty of mid-range pulling power. It will become more vocal under heavy acceleration, but for the most part it’s impressively refined.

Gareth Herincx driving the 2024 Volkswagen Tiguan

The slick seven-speed DSG automatic gearbox works well, though it occasionally holds onto gears for a fraction too long.

It would be an exaggeration to say that the Tiguan’s ride and handling are class-leading, but they are well up to the job. The suspension is at the firmer end of the scale, but not uncomfortably so. The steering is easy and light, and the car is generally composed with good body control in faster corners, combined with ample grip.

Choose Sport mode and the throttle and gearbox are a tad more responsive, but then performance and dynamism aren’t the main priorities for the family favourite that is the Tiguan.

Volkswagen Tiguan

At launch, the Volkswagen Tiguan range consists of five trim levels (Tiguan, Life, Match, Elegance and R-Line) with prices starting at £34,075.

Verdict: Volkswagen has played it safe with the much-improved third-generation Tiguan, sticking with a winning formula of understated style, comfort and quality. The good news for families is that it now also boasts more space, it’s equipped with the latest technology and safety kit, and it’s more economical.

Volkswagen UK

2023 Volkswagen ID.3 review

2023 Volkswagen ID.3 review

Volkswagen’s bestselling EV in the UK has had an update for 2023 – we drive the new, improved ID.3…

The VW ID.3 electric hatchback has been treated to a mild makeover and tech update, despite only being launched in 2020.

Volkswagen has listened to feedback (some of it lukewarm) and acted on it swiftly. The result is a more mature proposition.

Crucially, the changes will also keep the car competitive in the ever-increasing EV family hatch sector, where rivals include the ID.3’s VW Group cousin, the Cupra Born, plus the MG4, Nissan Leaf, Renault Megane E-Tech Electric, Vauxhall Astra Electric and Peugeot e-308.

2023 Volkswagen ID.3 review

The ID.3’s exterior styling tweaks are subtle, to say the least. The front now features a longer-looking bonnet as a result of the removal of the black strip beneath the windscreen, plus larger air intakes. The honeycomb effect on the bumper has also gone and LED headlights are now standard.

Badging along the side of the car, plus decals on the rear pillar, have vanished too, resulting in cleaner lines, while the rear light cluster is tweaked and it has a distinctive X-shaped light signature.

The cabin has had an upgrade too. There are now more soft-touch surfaces, while the seat covers and door trims use fabric made of 71% recycled materials.

Finally, the infotainment system (one of the original ID.3’s biggest issues), has improved software and can now be updated over-the-air.

2023 Volkswagen ID.3 review

The menu structure is clearer and it seemed slicker and more responsive on our test drives. Even the controversial touch-sensitive sliders at the bottom of the touchscreen and on the steering wheel worked better.

Sadly, UK buyers will have to wait until 2024 for the new, larger 12.9-inch central screen, which benefits from backlit climate and volume controls – one of the big criticisms of the original car.

There’s also a more intelligent route planner for the sat nav (which schedules charging stops more effectively on longer journeys), improved voice control and an impressive augmented reality head-up display which projects directions from the sat nav onto the road ahead.

Mechanically, the rear-wheel drive ID.3 is much the same, so there’s still a choice of two batteries – 58kWh in the Pro and 77kWh in the Pro S, delivering ranges of up to 266 miles and 347 miles respectively.

2023 Volkswagen ID.3 review

Priced from £37,115, both develop 204bhp, though the Pro accelerates a tad quicker to 62mph (7.4 vs 7.9 seconds).

Another change is that the ID.3’s charging capacity has been uprated. So, the Pros S can be charged from 5-80% within 30 minutes at speeds of up to 170kW, while the Pro takes 35 minutes with a charging capacity of up to 120kW.

The revised ID.3 is no different to the “first generation” model on the road, which means that it’s competent and assured.

It’s no Golf in the handling department and is unlikely to put a smile on your face like some EVs, but it’s easy to drive and a refined cruiser.

2023 Volkswagen ID.3 review

It’s also good in the city with decent all-round visibility, light steering and a tight turning circle of just 10.2 metres.

There’s also plenty of grip and it smoothed out poorer road surfaces well, but it’s not at its happiest when hustled on more demanding roads.

There are three drive modes (Eco, Comfort and Sport), but the reality is that the ID.3 is all about comfort and extracting maximum miles from a charge.

2023 Volkswagen ID.3 review

Frankly, there’s not much between the Pro and Pros S, other than range. If anything, the 58kWh Pro S is a tad more nimble, but ultimately, the ID.3 still lacks the driving engagement of some rivals.

So, there aren’t many gripes with the improved ID.3. The brake pedal still has a relatively long travel, which takes a bit of getting used to, and paddles or buttons behind the steering wheel to adjust the brake generation level would be a bonus.

And the ID.3 can’t be faulted when it comes to space inside the cabin where there’s plenty front and rear, while the boot has a healthy 385-litre capacity, rising to 1,267 litres with the back seats flipped down.

2023 Volkswagen ID.3 review

It’s safe too, boasting a maximum five stars from Euro NACAP. The ID.3 has all the latest safety and driver assistance systems. And new for 2023 is Travel Assist, which helps keep your vehicle in its lane, keeps its distance from the vehicle in front and maintain your pre-defined speed.

Verdict: The updated Volkswagen ID.3 is a welcome improvement. Safe, spacious, refined and a doddle to drive, it’s a sensible electric hatchback choice with a good range.

Volkswagen UK

School runs are smiles cheaper for EV drivers

Gareth Herincx

3 days ago
Auto News

Citroen e-C4 - school run

Families owning electric vehicles can complete up to two full weeks of school runs on a single charge, according to new research by Citroen UK.

Ahead of schools returning in September, 2,000 parents were surveyed and the average school run is 10.4 miles (5.2 miles each way).

With a WLTP-certified range of 219 miles, parents driving a Citroen e-C4 EV can complete up to 20 school runs on a single charge, saving more than £26 in the process.

When charged overnight using a 7.4kW home wallbox on an EV electricity tariff, a single charge for e-C4 Electric can cost as little as £3.75, while on a standard tariff the same charge will cost £14.

Using a comparable petrol-powered C4 would cost £30.12 to cover the same distance, meaning that parents could save up to £26.37 every two weeks.

The research also found that parents drive their children to school on average 3.5 times per week, with public transport, lifts from other parents, walking and cycling making up the rest of the trips.

Although the average school run was found to be a 10.4-mile round trip, 7% of the respondents reported having to cover more than 30 miles during the school run.

No vehicle idling sign

Citroen also asked whether vehicle emissions outside schools were a concern for parents. Unsurprisingly, 19% of parents said they were strongly concerned and 41% were somewhat concerned.

Previous research carried out in London found children are exposed to five times more air pollution on the school run than when they are in school.

“Doing the school run in an electric car not only reduces local air pollution but also helps families save on day-to-day running costs,” said Eurig Druce, Citroen UK’s Managing Director.

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